KR20150129041A - Traveling vehicle - Google Patents

Abstract

A straight-ahead transmission for shifting the power of an engine mounted on the traveling vehicle to transmit the power to the left and right traveling parts, and a straight-ahead operating part for controlling the linear output of the straight- A traveling vehicle having a pivoting operation member, characterized by comprising a circular control member rotatable about pivot axis and transmission axis line orthogonal to each other, the pivot axis passing through the center of the control member, And the control member includes a shift engaging member capable of moving in the circumferential direction of the control member and a swing engagement member, wherein the control member is operated to neutralize the linear motion member, The two engagement members are moved along the circumferential direction of the control member in the horizontal posture, In proportion to the relative movement, and wherein the amount of the engaging members to stop the output of the transmission corresponding respectively.

Description

{TRAVELING VEHICLE}

The present invention relates to a traveling vehicle such as a crowning machine such as a combine or a special working machine such as a crane car.

BACKGROUND ART Conventionally, in a combine as a traveling vehicle, power from an engine mounted on a traveling vehicle is configured to be transmitted to a left and right traveling crawler through a straight-ahead transmission, a pivoting transmission, and a differential mechanism.

An example of a combine of such a configuration is disclosed in Patent Document 1. [ In the combinator of Patent Document 1, the drive output amount of the straight-ahead transmission, that is, the straight running speed of the running vehicle is adjusted according to the tilting operation amount of the peripheral speed lever provided in the control portion. When the lever in the vicinity is in the neutral position, the traveling gas does not go straight. In addition, the drive output amount of the turning transmission, that is, the turning direction and the turning speed of the traveling body are adjusted in accordance with the rotational direction and the rotational operation amount of the steering wheel disposed in front of the steering seat in the steering portion.

In this case, the peripheral lever and the steering wheel are interlockingly connected to the straight-ahead and swivel transmission through a mechanical interlocking mechanism using a plurality of loads, arms, pivot pins, and the like. The mechanical interlocking mechanism of Patent Document 1 is built in a steering column disposed in front of a steering seat in the steering section of the traveling vehicle. Due to the action of the mechanical interlocking mechanism in the steering column, the combine of the patent document 1 is a crawler type and can be operated (operated) at the same operation interval as that of a four-wheeled vehicle.

Japanese Patent Application Laid-Open No. 2000-177619

However, in the combine of Patent Document 1, since the mechanical interlocking mechanism uses a long rod, an arm, a pivot pin, and the like, it uses a considerably complicated structure, which increases the cost of components required for the mechanical interlocking mechanism, There was a problem that it was not. Further, since the mechanical interlocking mechanism of a complicated structure is disposed in the steering column in front of the steering seat, the space around the steering seat tends to be narrowed, and there is room for improvement in consideration of the comfort during steering of the combine.

The present invention simplifies the structure for interlocking operation means such as a lever in the vicinity and each transmission to improve the above-mentioned prior art, and to improve the comfort of the steering unit and the request for cost reduction recently The technical problem is to do.

In order to solve this technical problem, a first invention of the present application is a vehicular transmission comprising a forward gear transmission and a swing transmission for shifting the power of an engine mounted on a traveling vehicle to transmit the power to the left and right travel portions, And a turning operation port for controlling turning output of the turning transmission,

Wherein the pivot axis passes through the center of the control member, the shift axis extends in the radial direction of the control member, and the control member is provided with a pivot axis which is orthogonal to the pivot axis and which is rotatable around the transmission axis, A shift engaging member capable of moving in the circumferential direction of the control member and a swing engagement member,

The both engagement members are moved relative to each other in proportion to the operation amount of the swivel operating member in the horizontal posture along the circumferential direction of the control member when the straight advance operation member is operated to the neutral state and the swiveling operation member is operated, Both of the engagement members can stop the output of the corresponding transmission.

The second aspect of the present invention is the hydraulic control apparatus according to the first aspect of the present invention, wherein the control member is inclinedly rotated about the transmission axis line together with the transmission engagement member in proportion to the operation amount of the straight advance operating member, When the straight-ahead operating member is operated in a state other than neutral, and when the above-described swiveling operation member is operated, the both engagement members are moved in the inclined posture in the circumferential direction of the control member, The swivel engagement member makes the swivel transmission accelerate and the transmission engagement member makes the speed-change transmission perform the decelerating operation.

In order to solve this technical problem, a third invention of the present application is a vehicle comprising: a straight-ahead transmission and a swing transmission for shifting the power of an engine mounted on a traveling vehicle to transmit the power to the left and right travel sections; And a turning operation port for controlling the turning output of the turning transmission for the left and right running sections, wherein the turning operation input section is provided with a turning input shaft which is rotated by the operation of the turning operation port, Wherein a control body having a cam body extending in a circumferential direction around a pivot axis of an input shaft is provided so as to be freely tilted around a speed change axis orthogonal to the pivot axis by operation of the linear operation tool, To slip members for slidably slidably engaging with portions on orthogonal axes orthogonal to each other For the straight transmission and the speed change operation, is by the partial turn-slip member for engaging slidably fit on the cam body of the change-speed axis is configured such that the turning transmission for a work shift.

According to a fourth aspect of the present invention, in the traveling vehicle according to the third aspect of the invention, the cam body is provided with a cam groove which opens radially outward about the pivot axis, and each slip member is slidable in the cam groove .

According to a fifth aspect of the present invention, in the traveling vehicle of the fourth aspect of the present invention, each of the slip members rotatably supports a spherical upper portion that is fitted in the cam groove.

According to a sixth aspect of the present invention, in the traveling vehicle of the fourth aspect of the present invention, each of the slip members includes a ring member fitted in the cam groove, and the ring member is rotatably supported on the support shaft, So as to be inclined freely in the direction of the arrow.

According to the first aspect of the present invention, it is possible to reliably avoid the possibility that the traveling gas will behave unexpectedly against the operator's intention simply by setting the rectilinear operating member in the neutral position.

According to the second invention of the present application, it is possible to reduce the centrifugal force acting on the traveling vehicle and the operator in the turning direction at the time of turning. That is, it is possible to reduce the lateral slip of the right and left running portions.

In the third invention of the present application, when the linear operation tool is operated with the turning operation tool held at the linear running position, the control body provided on the turning input shaft is rotated obliquely around the axis of the rotation.

A transmission slip member slidably engaged with a portion on the orthogonal axis orthogonal to the transmission axis of the cam body of the control member is slid in the pivot axis direction of the swing input shaft So that the linear transmission is shifted.

On the other hand, the slip member for swiveling, which is slidably engaged with a portion on the shift axis of the cam body even when the control body is tilted about the shift axis, rotates in the pivot axis direction of the swivel input shaft Or there is no shift operation of the pivotal transmission by the slip member for pivoting, and the same rotation is simultaneously transmitted to the left and right travel portions. Therefore, the traveling gas travels straight ahead in the forward or backward direction.

The vehicle speed at the time of straight running is determined by the shift operation amount of the forward gear transmission, the shift operation amount is a shift amount of the shifting slip member in the pivot axis direction, or the control body is inclinedly rotated about the shift shaft Or the manipulated variable of the straight-ahead operating member, the vehicle speed at the time of straight running in the running vehicle can be set to a predetermined value based on the operation of the straight running operating member.

Next, when the turning input shaft is rotated by operating the turning operation tool in the state of the straight running as described above, the control body is rotated together with the turning input shaft while being tilted about the speed change axis, The sliding slip member slidably engaged with a portion of the upper surface of the rotating shaft is moved in the pivot axis direction. Further, the speed change is imparted to the left and right travel portions by the transmission of the reverse rotation by the above-mentioned swivel transmission, by shifting the transmission for swiveling by the movement of the slip member for swiveling, Turn in the direction of operation.

The shifting operation amount of the pivotal transmission is determined by a shift in the pivotal axis direction of the slip member engaged with the cam body or a shift in the pivotal input shaft while the control member is inclined around the shifting axis The speed difference between the traveling parts by the pivotal transmission at the time of the turning travel is smaller than the amount of operation of the pivoting operation tool by the amount of movement of the pivoting operation tool in the pivotal travel because of the amount of movement of the slip member in the pivot axis direction, And the turning radius of the running vehicle is reduced.

That is, according to the present invention,

"Normally, a predetermined straight running speed is maintained by the straight-ahead transmission that is shifted by the straight-ahead operating member. However, when the swivel operating member is operated, a speed difference is imparted between the right and left running portions by the swiveling transmission The speed difference caused by the pivoting transmission at the time of pivoting is increased in proportion to the operation amount of the pivoting operation tool and the turning radius is reduced.

By performing the oblique rotation around the speed change axis of the control member as described above, the dimension along the pivot axis of the orbiting input shaft is wider than that in the case of using the long double rod member as in the conventional case The number of parts can be reduced significantly.

According to the configuration of the third invention of the present application, it is possible to improve the safety when turning the turning operation tool in the straight running state in which the straight running tool is operated, and to further reduce the turning radius .

That is, when the swivel operating member is rotated from the straight running position, the slip member for shifting meshes with the cam body of the control member as the control member rotates on the swivel input shaft, So that the distance of up-and-down movement by the cam body of the slip member for shifting is smaller than the distance of the up-and-down movement of the transmission slip member from the straight running position of the swivel operating lever Is smaller than when the cam body is located at the portion on the orthogonal axis of the cam body. Therefore, the shift operation amount of the forward-drive transmission is reduced, and the transmission rotation speed to the left and right traveling sections is automatically controlled to be decelerated. As a result, the running speed at the time of turning of the traveling vehicle is reduced, so that the turning radius of the running vehicle can be made smaller, and the centrifugal force acting in the outward direction of turning with respect to the running vehicle can be reduced have.

Therefore, according to the present invention, the structure of the operating system can be made simple and compact as compared with the case where a long rod, an arm, a pivot pin, or the like is used as in the above-described Patent Document 1. In the case where the operating system is mounted on a traveling vehicle such as a combine The occupied space is reduced, or the traveling gas is reduced in size and weight. In addition, it is possible to achieve reduction in parts cost and assembly time in a manufacturing line, and furthermore, it is possible to safely turn the traveling gas to a small radius.

According to the structure of the fourth invention of the present application, for example, as compared with a case where the slip members are formed in a groove shape and are slidably fitted in a circumferential direction to a cam body having a rod-shaped cross section, Can be improved. Therefore, there is an advantage that durability of each slip member can be secured.

Further, by employing the fifth invention of the present application or the sixth invention of the present application, the sliding friction resistance between the cam groove and the spherical upper portion or the ring member sandwiched therein can be greatly reduced. There is an advantage that sensitivity and durability thereof can be certainly improved.

1 is a side view of the combine.
2 is a plan view of the combine.
3 is a skeleton diagram of a power transmission system.
4 is a skeleton diagram inside the mission case.
5 is a front view showing the arrangement of the steering box.
Fig. 6 is an enlarged front view of the main part of Fig. 5;
Fig. 7 is a plan explanatory view showing an arrangement of the steering box. Fig.
8 is an enlarged plan view of the main part of Fig.
9 is an explanatory diagram schematically showing a mechanical interlocking mechanism.
10 is a plan view of the steering box.
11 is a side view taken along line XI-XI in Fig.
12 is a side sectional view taken along line XII-XII of FIG.
13 is a plan sectional view taken along line XIII-XIII in Figs. 11 and 12. Fig.
14 is a sectional plan view taken along line XIV-XIV in Figs. 11 and 12. Fig.
15 is a plan sectional view taken along line XV-XV in Figs. 11 and 12. Fig.
16 is a cross-sectional side view taken along line XVI-XVI of Figs. 11 and 12. Fig.
17 is a cross-sectional side view taken along line XVII-XVII in FIGS. 10 and 13. FIG.
18 is an enlarged view of the main part of Fig.
19 is an enlarged view of the main part of Fig.
20 is an enlarged explanatory view showing a first different example of the cam groove and the slip member for shifting.
21 is an enlarged explanatory view showing a first example of a cam groove and a slip member for swiveling;
Fig. 22 is an enlarged explanatory view showing a state in which the slip member for swiveling according to the first other example is fitted in the cam groove. Fig.
Fig. 23 is an enlarged explanatory view showing a state in which the slip member for swiveling according to the second other example is fitted in the cam groove. Fig.
Fig. 24 is a front view explaining the arrangement of the steering box in the deformed structure. Fig.
25 is an enlarged front view of the main part of Fig.
Fig. 26 is a plan explanatory view showing the arrangement form of the steering box. Fig.
Fig. 27 is an enlarged plan view of the main part of Fig. 26;
28 is an explanatory view schematically showing a mechanical interlocking mechanism.
29 is a plan view of the steering box.
30 is a side view taken along line XXX-XXX of FIG.
31 is a cross-sectional side view taken along line XXXI-XXXI of FIG.
32 is a plan sectional view taken along line XXXII-XXXII of Fig. 30 and Fig. 31;
Fig. 33 is a plan sectional view taken along line XXXIII-XXXIII in Fig. 30 and Fig.
34 is a plan sectional view taken along line XXXIV-XXXIV of Figs. 30 and 31;
35 is a cross-sectional side view taken along line XXXV-XXXV in Fig. 30 and Fig.
36 is a sectional side view taken along line XXXVI-XXXVI of FIG. 29 and FIG. 32;
37 is a functional block diagram of the controller.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings when applied to a combine as a traveling vehicle.

(One). The schematic structure of the combine

First, the schematic structure of the combine in the first embodiment will be described with reference to Figs. 1 and 2. Fig.

The combine, which is an example of a traveling vehicle, is provided with a traveling base 1 supported by a pair of left and right traveling crawlers 2, 2 as a traveling part. A cutting device 3 for picking up harvested grain bundles (uncut grain culm) between the harvesting machine and the traveling machine 1 is provided on the single-acting hydraulic cylinder 4 And is mounted so as to be adjustable in height.

The traveling base 1 is provided with a balancing apparatus 5 with a feed chain 6 and a grain tank 7 for storing curled grains after the balancing in a side-by-side configuration. In this case, the grain tank 7 is disposed on the right side in the traveling direction of the traveling base 1, and the grain tank 7 is disposed on the right side in the traveling direction of the traveling base 1. A discharge auger 8 is provided on the rear portion of the traveling base 1 so as to be rotatable. The curvature in the grain tank 7 is taken out from the front rice pouring port of the discharge auger 8, for example, to a load carrier or a container of a track.

A steering handle 10 serving as a turning operation handle for manipulating the turning direction and the turning speed of the traveling base 1 and a steering wheel 10 serving as a sitting operation operator are provided in the steering portion 9 provided between the cutting device 3 and the grain tank 7, And a control seat 11 for controlling the operation of the vehicle. The side column 12 disposed on one side of the steering seat 11 is provided with a peripheral speed lever 13 as a straight running tool for performing a shifting operation of the traveling vehicle 1 and an output of a hydraulic continuously variable transmission 50 A power cut-off clutch lever 15 for power interrupting operation to the cutting device 3 and a shifting clutch lever 16 for power interrupting operation to the threshing device 5, Is tilted forward and backward.

The peripheral speed lever 13 is for forward, stop and retreat of the traveling vehicle 1 and steplessly changing its vehicle speed. The auxiliary speed change lever 14 changes the auxiliary speed change mechanism 51 in the transmission case 18 to be described later according to the operation state and sets the output and the rotational speed of the forward straight HST mechanism 53 And is set and maintained as a two-speed gear stage of low speed and high speed. The draft clutch lever 15 is for power interrupting operation to the cutting device 3 and the threshing clutch lever 16 is for power interrupting operation to the threshing device 5. [

An engine 17 as a power source is disposed below the control portion 9. [ A transmission case 18 for distributing the power from the engine 17 to the left and right traveling crawlers 2 is disposed in front of the engine 17. The engine 17 of the first embodiment employs a diesel engine.

The cutting apparatus 3 is provided with a Barrican type harvesting blade apparatus 19, a four-point interlabial device 20, a curved conveying apparatus 21, and a milling cutter 22. The harvesting blade apparatus 19 is disposed below the cutting frame 41 (see Fig. 1) constituting the frame of the cutting apparatus 3. The intergrain generating device 20 is disposed above the cutting frame 41. The inter-curtain conveying device 21 is disposed between the inter-curtain issuing device 20 and the conveying start end of the feed chain 6. The cutter body (22) protrudes in the lower front of the interlabial creaser (20). The traveling base 1 drives the left and right traveling crawlers 2 by the engine 17 to move inside the package and continuously cuts between the innermost portions of the package by driving the cutting device 3. [

The threshing device 5 includes a swash plate 23 for swashing the cut slices, a swash plate sorting mechanism 24 and a wind screening mechanism 25 disposed below the swash plate 23, And a processing mouth 26 for processing the debris drawn out from the rear portion of the processing container. The ram 23 is disposed in the feed chamber of the threshing device 5. [ The shaking motion separating mechanism 24 is for swinging the debris crumbled at the ramp 23 and the wind screening mechanism 25 is for wind screening the debris.

The pit side of the cut-away curtain conveyed from the cutting device 3 is fed to the feed chain 6. Then, the ear tip side of the cut-away groove is carried into the threshing device 5 and is subjected to the threshing process at the tilting 23. The rotary shaft 95 (see Fig. 3) of the tilting 23 extends along the conveying direction (traveling direction of the traveling base 1) between the cut-off curves by the feed chain 6.

At the lower portion of the threshing device 5, there are provided a first receiving trough 27 for collecting one piece of the grains selected from the grains selected by the first and second selecting mechanisms 24 and 25, a rachis- the ear canal 28 is provided with the ear-cut grains. The water receiving troughs 27 and 28 of the first embodiment are arranged in the order of the first receiving trough 27 and the present receiving trough 28 from the front side in the traveling direction of the traveling base 1, It is horizontally in the upper part of the rear part.

A single piece such as a sieve or the like gathered in the first receiving trough 27 through the selection by the pair of separating mechanisms 24 and 25 is conveyed to the first conveyor 29 in the first receiving trough 27 and the grain conveyor 32 (see Fig. 3).

The present water such as the Leekis branch cullet is gathered in the present receiving trough 28 located behind the receiving trough 27 in the present receiving trough 28 and the return conveyor 30 in the reducing trough 33 (See Fig. 3). Then, the water is re-tapped in the treatment pipe 35 and then returned to the threshing device 5 to be re-selected. The straw powder is sucked into the discharge dust fan 36 and discharged from the discharge port (not shown) provided at the rear portion of the threshing device 5 to the outside of the furnace.

A discharge culm chain 37 is disposed on the rear side (the conveying end side) of the feed chain 6. The discharged cool air discharged from the rear end of the feed chain 6 to the discharge cooler chain 37 is discharged to the rear of the running gas 1 in a long state or discharged to the rear of the trolley unit 5 Cut to a proper length by a cooler cutter 38, and then discharged to the rear of the traveling base 1.

(2). Combine power transmission system

Next, the power transmission system of the combine will be described with reference to Figs. 3 and 4. Fig.

One of the motive power from the engine 17 is branched and transmitted in two directions of the traveling crawler 2 (the cutting device 3) and the trolley 5. Other power from the engine 17 is transmitted towards the discharge auger 8. The branching power from the engine 17 toward the traveling crawler 2 is transmitted to the hydraulic CVT 50 of the transmission case 18 via the pulley / belt driving system and the traveling clutch 89 once. In this case, the branching power from the engine 17 is appropriately shifted by the hydraulic CVT 50 or the like of the transmission case 18 and is transmitted through the drive output shaft 77 protruding leftwardly and rightwardly from the transmission case 18, (90).

The transmission case 18 is provided with the above-described hydraulic continuously variable transmission 50, a transmission mechanism 51 having a plurality of transmission gear stages, and a differential mechanism 52 having a pair of left and right planetary gear mechanisms 68 and the like (See FIG. 4). The hydraulic CVT 50 is constituted by a straight forward HST mechanism 53 (straight-ahead transmission) composed of a first hydraulic pump 55 and a first hydraulic motor 56, a second hydraulic pump 57 and a second hydraulic motor And a swing HST mechanism 54 (swivel transmission) composed of a swing hinge mechanism 58.

The power from the output shaft 49 of the engine 17 to the hydraulic CVT 50 through the traveling clutch 89 is transmitted to the common pump shaft 59 passing through the first hydraulic pump 55 and the second hydraulic pump 57 . In the straight forward HST mechanism 53, the operating oil is appropriately fed from the first hydraulic pump 55 toward the first hydraulic motor 56 by the power transmitted to the common pump shaft 59. Likewise, in the swing HST mechanism 54, the operating oil is appropriately fed from the second hydraulic pump 57 toward the second hydraulic motor 58 by the power transmitted to the common pump shaft 59.

Although not shown in detail, a common pump shaft 59 is provided with a charge pump for supplying hydraulic oil to the hydraulic pumps 55, 57 and the hydraulic motors 56, 58. The charge pump is interlocked with the common pump shaft 59 and is configured to be driven by the power of the engine 17.

The straight forward HST mechanism 53 adjusts the inclination angle of the rotary swash plate of the first hydraulic pump 55 in accordance with the operation amount of the peripheral speed lever 13 and the steering wheel 10 disposed in the control portion 9 The rotational direction and the rotational speed of the straight motor shaft 60 protruding from the first hydraulic motor 56 are arbitrarily adjusted by changing the discharge direction and discharge amount of the hydraulic oil to the first hydraulic motor 56. [

The rotational power of the linear motor shaft 60 is transmitted from the linear transmission gear mechanism 62 to the auxiliary speed change mechanism 51 of the conventional known gear mechanism while the linear transmission gear mechanism 62 and the one- And is also transmitted to the cut PTO shaft 64 protruding from the transmission case 18 through the support shaft 63. The power transmitted to the cut PTO shaft 64 is transmitted to the cutout input shaft 42 (see FIG. 1) in the laterally long cutout input pipe 42 (see FIG. 1) constituting the framework of the cutter 3 by the turn- 43 to the respective devices 19 to 21 of the cutting device 3. Therefore, each of the devices 19 to 21 of the cutting device 3 is driven at the vehicle speed tuning speed.

The auxiliary speed change mechanism 51 is configured to change the control range of the rotational power (the rotational direction and the rotational speed) from the linear motor shaft 60 to the low or high speed by the operation of the negative speed change lever 14 disposed in the control section 9. [ To a two-stage speed change stage. On the other hand, the neutral (the position where the output of the negative speed change becomes 0 (zero)) between the low speed and the high speed of the negative speed change. The parking brake shaft 65, which is a component of the auxiliary transmission mechanism 51, is provided with a parking brake 66 such as a wet multi-plate disk.

The rotational power in the auxiliary speed change mechanism 51 is transmitted from the auxiliary speed change output gear 67 fixed to the parking brake shaft 65 to the differential mechanism 52. The differential mechanism 52 has a pair of planetary gear mechanisms 68 disposed symmetrically on the left and right sides and a relay shaft 69 disposed between the planetary gear mechanism 68 and the parking brake shaft 65. The auxiliary speed change output gear 67 of the parking brake shaft 65 is engaged with the intermediate gear 70 attached to the relay shaft 69 and the intermediate gear 70 is engaged with the center gear 70 fixed to the sun gear shaft 75 76) (details will be described later).

Each of the left and right planetary gear mechanisms 68 includes a single sun gear 71, a plurality of planetary gears 72 engaged with the outer periphery of the sun gear 71, And a carrier 74 having a plurality of planet gears 72 rotatably supported on the same radius. The carriers 74 of the left and right planetary gear mechanisms 68 are disposed so as to be opposed to each other on the same axial line at appropriate intervals. An intermediate gear 70 and an engaging center gear 76 are fixed to the center of the sun gear shaft 75 located between the left and right planetary gear mechanisms 68. [ On both sides of the sun gear shaft 75 sandwiching the center gear 76, a sun gear 71 is fixed.

The left and right ring gears 73 having internal teeth on the inner circumferential surface and outer teeth on the outer circumferential surface are concentrically arranged on the sun gear shaft 75 with their internal teeth engaged with the plural planetary gears 72. Each of the ring gears 73 is rotatably supported by a drive output shaft 77 protruding laterally outward from the outer surface of the carrier 74. A drive wheel 90 is provided at the front end of the drive output shaft 77. The rotational power transmitted from the auxiliary transmission mechanism 51 to the left and right planetary gear mechanisms 68 is transmitted from the drive output shaft 77 of each carrier 74 to the left and right drive wheels 90 at the same rotational speed in the same direction, The driving crawler 2 is driven.

The swivel HST mechanism 54 adjusts the angle of inclination of the swash plate of the second hydraulic pump 57 in accordance with the rotational operation amount of the steering wheel 10 to adjust the discharge direction of the hydraulic oil to the second hydraulic motor 58 And the rotation amount and the rotation number of the swing motor shaft 61 protruding from the second hydraulic motor 58 are arbitrarily adjusted by changing the discharge amount.

The steering clutch shaft 80 having the steering clutch 81 and the steering shaft 81 having the steering clutch 83 are disposed in the transmission case 18 via the reverse gear 84, A left input gear mechanism 82 connected to the gear 73 and a right input gear mechanism 83 always engaged with the external teeth of the right ring gear 73. [ The rotational power of the turning motor shaft 68 is transmitted from the turning transmission gear mechanism 85 to the steering clutch shaft 80 through the steering brake shaft 78 and the steering clutch 81. [ A pair of right and left transmission gears 86 and 87 are fixed to the steering clutch shaft 80. The rotational power transmitted to the steering clutch shaft 80 is transmitted from the right and left transmission gears 86 and 87 to the left and right input gears 86 and 87, And transmitted to the mechanisms 82 and 83.

The power from the second hydraulic motor 58 to the left and right planetary gear mechanisms 68 when the auxiliary brake mechanism 51 is in the neutral state and the steering brake 79 is in the engaged state and the steering clutch 64 is in the stopped state, Delivery is prevented. The rotational power of the second hydraulic motor 58 is transmitted to the left input gear mechanism 82 and the left input gear mechanism 82 when the steering brake 79 is in the interrupted state and the steering clutch 64 is in the engaged state at the time of the negative- And is transmitted to the left ring gear 73 through the reverse gear 84 and to the right ring gear 73 through the right input gear mechanism 83. [ As a result, when the second hydraulic motor 58 rotates in the normal direction (reverse rotation), the left ring gear 73 is reversed (electrostatic) at the same rotational speed in the opposite direction, .

The shift output from each of the motor shafts 60 and 61 is transmitted to the drive wheels 90 of the left and right traveling crawlers 2 via the auxiliary transmission mechanism 51 and the differential mechanism 52 . As a result, the vehicle speed (traveling speed) and traveling direction of the traveling vehicle 1 are determined.

That is, when the first hydraulic motor 56 is driven while the second hydraulic motor 58 is stopped and the left and right ring gears 73 are stopped and fixed, the rotation output from the straightening motor shaft 60 is transmitted to the center gear 76 To the left and right sun gear 71 at the same rotational speed and the left and right traveling crawlers 2 are rotated at the same rotational speed in the same direction through the planetary gear 72 and the carrier 74 of both the planetary gear mechanisms 68 So that the traveling vehicle 1 runs straight.

Conversely, when the second hydraulic motor 58 is driven in a state where the first hydraulic motor 56 is stopped and the left and right sun gear 71 is stopped and fixed, The gear 68 rotates forward or reverse, and the right planetary gear mechanism 68 reverses or rotates. If so, one of the drive wheels 90 of the left and right traveling crawler 2 is turned forward, and the other one of the drive wheels 90 is spun in order for the traveling vehicle 1 to spin back.

When the second hydraulic motor 58 is driven while the first hydraulic motor 56 is driven, the speed of the left and right traveling crawler 2 is varied. When the traveling gas 1 is advanced or retracted, And turns left or right at a large turning radius. The turning radius at this time is determined according to the speed difference between the left and right traveling crawler 2.

3, the braking power directed from the engine 17 to the threshing device 5 is transmitted to the threshing input shaft 92 through the thresher clutch 91. [ A part of the power transmitted to the threshing input shaft 92 passes through the threshing drive mechanism 93 to the rotary shaft 94 of the transmission and reception processing machine 26 and the rotary shaft 95 and the discharge muffler chain 37 of the ram 23, .

From the threshing input shaft 92, the airflow fan shaft 96 of the wind separating mechanism 25, the first conveyor 29 and the grain conveyor 32, the present conveyor 30 and the reduction conveyor 34, the processing shaft 35, the oscillation shaft 97 of the oscillation selecting mechanism 24, the discharge dust shaft 98 of the discharge dust fan 36, and the discharge refrigerant cutter 38. The branching power via the exhaust dust shaft 98 is transmitted to the feed chain 6 through the feed chain clutch 99 and the feed chain shaft 100.

The power from the threshing input shaft 92 can also be transmitted to the cutting input shaft 43 through the input clutch 101 that transmits a certain rotational force to the cutting device 3. [ That is, by directly transmitting the power from the engine 17 to the cutting device 3 without passing through the mission case 18, the cutting device 3 is forced to be driven at a constant high rotation speed without being constrained by the vehicle speed, .

The power from the engine 17 to the discharge auger 8 is transmitted to the low conveyor 104 and the discharge auger 8 in the grain tank 7 through the grain input gear mechanism 102 and the auger clutch 103 for power intervention, And is then transmitted to the discharge conveyor 107 in the transverse auger in the discharge auger 8 via the aqueous screw 106. The discharge conveyor 107 in the discharge auger 8 is connected to the discharge conveyor 107,

(3). Structure for Shifting Steering Control

Next, a structure for a shift steer control for adjusting the vehicle speed and traveling direction of the traveling vehicle 1 will be described with reference to Figs. 1, 2, and 5 to 17. Fig.

On the front side of the steering seat 11 on the step bottom member 111 constituting the bottom surface of the steering portion 9, a long, box-shaped steering column 112 is installed laterally. A handle shaft 113 extending upward and downward at a center of the inside of the steering column 112 and supported rotatably is protruded upward from the upper surface of the steering column 112. At the upper end of the handle shaft 113, there is provided a circular steering handle 10 as a swing operation opening. The lower end of the handle shaft 113 is connected to an input relay shaft 115 projecting upward from the steering box 120 as a receiving box on the lower surface side of the step bottom member 111 by a universal joint 114 . The attachment position of the steering handle 10 is changed in the forward and backward direction by the bending operation of the universal joint 114 to adapt the attachment position of the steering handle 10 to the operator's body.

The steering box 120 of the first embodiment is removably attached to a support frame 118 that supports the step bottom member 111 of the control portion 9. [ The steering box 120 disposed on the lower surface side of the step bottom member 111 has a sealing structure in which the operating oil is sealed. A mechanical interlocking mechanism 121 as an output control mechanism for the peripheral speed lever 13 and the steering wheel 10 is incorporated in the steering box 120. The output control section of the straight forward HST mechanism 53 or the output control section of the swing HST mechanism 54 is connected to the peripheral speed lever 13 or the steering wheel 10 via the mechanical interlock mechanism 121. [

The mechanical interlocking mechanism (121)

1. Turn the steering wheel 10 to a position other than neutral by turning the peripheral lever 13 to a position other than the neutral position (output straight from the straight HST mechanism 53) 54), the larger the turning operation amount of the steering wheel 10 is, the smaller the turn radius of the running vehicle 1 turns left or right and the smaller the turning radius is, the more the turning speed of the running vehicle 1 The turning speed at the time of retreat) decelerates,

2. Even when the peripheral speed lever 13 is tilted in one of the forward and backward directions, the steering wheel 10, which coincides with the turning direction of the steering wheel 10 and the turning direction of the traveling vehicle 1, The traveling vehicle 1 turns left when the steering wheel 10 is turned to the left, and the traveling vehicle 1 is rotated first when the steering wheel 10 is turned to the right)

3. When the peripheral speed lever 13 is in the neutral position (the straight output from the linear HST mechanism 53 is at 0), the rotation of the steering HST mechanism 54 Output is held at zero),

The shift output shaft 136 and the turning output shaft 164 which appropriately change the operating force from the peripheral speed lever 13 and the steering wheel 10 and project outward from the side surface of the steering box 120, (Details will be described later).

As shown in Figs. 9 to 17, the mechanical interlocking mechanism 121 includes a longitudinal swing input shaft 122 which is pivotally supported at both ends thereof in the steering box 120. As shown in Fig. The gear 123 fixed to the upper end of the turning input shaft 122 and the gear 116 fixed to the lower end portion of the input relay shaft 115 protruding into the steering box 120 are engaged. And the input relay shaft 115 and the swing input shaft 122 are connected via gears 123 and 116 so as to transmit power. Therefore, the rotational operating force of the steering wheel 10 is transmitted to the turning input shaft 122 through the input relay shaft 115. [

A slider 125 is slidably fitted on the swivel input shaft 122 through a ball-shaped key 127 or the like. A holder member 126 is attached to the lower portion of the swing input shaft 122 so as to be rotatable and non-slidable. The slider 125 is configured to freely slide along the pivot axis P direction of the swing input shaft 122. In addition, the slider 125 is configured to rotate around the pivot axis P together with the swing input shaft 122.

A winding spring 128 is fitted in a portion of the turning input shaft 122 below the holder member 126. The leading end 128a and the trailing end 128b of the winding springs 128 are connected to both the upward convex fin 129 fixed to the steering box 120 and the downward convex fin 130 fixed to the holder member 126 As shown in Fig. The winding springs 128 are biased in a direction in which the holder member 126 (the steering wheel 10) is normally rotated from the position turned to the left and right to the neutral position (the straight running position). That is, the turning operation of the steering wheel 10 in the lateral direction is performed against the elasticity of the winding springs 128. The rotation operation to the neutral position of the circle (the straight running position) uses the elastic restoring force of the winding springs 128. [

The rotatable range of the holder member 126 is restricted within the range of the maximum cutting angles? 1 and? 2 from the neutral position to the left and right (for example,? 1 = 67.5 占 and? 2 = 67.5 占 and FIGS. 13 and 15). From the relationship of the gear ratios of the gears 116 and 123 for turning, the rotatable range of the steering wheel 10 is in the angular range of about 135 degrees on the right and left sides respectively with the neutral position in between.

A ring-shaped control member 131 is disposed in the lower portion of the steering box 120 to surround the periphery of the swing input shaft 122 in a plane viewed from the pivot axis P direction of the swing input shaft 122. A pair of right and left inward bosses 121 are provided on a portion of the inner surface of the control body 131 that is perpendicular to the pivot axis P of the swing input shaft 122 through the center of rotation of the swing input shaft 122 in a plan view, (132) are formed. The right and left inward boss portions 132 are pivotally mounted on the holder member 126 so as to be rotatable about the screw shaft 133. The control member 131 is rotatably supported around the transmission axis S (the screw shaft 133) through the holder member 126. [

Therefore, the control member 131 is installed through the holder member 126 so as to be rotatable about the two axes P and S orthogonal to each other. The outer periphery of the control member 131 is formed with a circular cam 134 extending in the circumferential direction about the axis line of the swing input shaft 122. The circular cam 134 is formed with a cam groove 134a (which will be described later in detail) extending around the entire circumference thereof.

In the upper portion of the steering box 120, a peripheral speed lever input shaft 135 in the lateral direction is disposed on one of the left and right sides of the swing input shaft 122. On the other side of the steering box 120, a lateral shift input shaft 136 is disposed. The peripheral lever input shaft 135 and the transmission input shaft 136 extend in parallel with each other when viewed in plan. And a peripheral lever input shaft 135 and a transmission input shaft 136 are rotatably supported by a steering box. One end of the peripheral lever input shaft 135 and the transmission input shaft 136 protrudes outward from each side of the steering box 20.

5 to 8, in the first embodiment, the peripheral speed lever input shaft 135 is projected from the steering box 120 toward the left and right center sides of the traveling base 1. [ And the peripheral speed arm 137 is fixed to the protruding end of the peripheral lever input shaft 135. The peripheral speed lever 13 on the side column 12 is connected to the peripheral speed arm 137 via the interlocking connecting means 138 such as a rod. And the peripheral speed lever input shaft 135 is rotated by the tilting operation of the peripheral lever 13 in the front and rear direction.

Further, the transmission output shaft 136 projects from the steering box 120 toward the rear side of the traveling base 1. The shift output arm 139 is fixed to the projecting end of the transmission output shaft 136. [ And the linear control shaft 149 is linked to the shift output arm 139 through a link mechanism 140 for linear motion. And the linear link mechanism 140 is configured to perform the shift operation by the rotation of the transmission output shaft 136. [ A straight control shaft 149 is projected from the forward HST mechanism 53 of the transmission case 18.

The rectilinear control shaft 149 is for adjusting the inclination angle (swash plate angle) of the rotary swash plate of the first hydraulic pump 55 in the straight forward HST mechanism 53. And the linear control shaft 149 is configured to function as a regulator for regulating the output of the shift of the linear HST mechanism 53. That is, the rotation speed control or the forward rotation switching of the first hydraulic motor 56 is executed by adjusting the inclination angle of the first hydraulic pump 55 by the forward and reverse rotation of the rectilinear control shaft 149, The stepless change or the forward / backward changeover is performed.

The straight link mechanism 140 includes a bracket 143 fixed to the upper surface of the mission case 18, a horizontal support shaft 144 rotatably supported by the bracket 143, A relay rod 142 with a turn buckle 141 connecting the transmission output arm 139 and the first swing arm 145 and a relay rod 142 with a turn buckle 141 connected to the transverse support shaft 144 A second swinging arm 146 fixed to the other end of the first swinging arm 146, a rectilinear operation arm 148 fixed to the rectilinear control shaft 149, 147).

One end of the relay rod 142 is connected to the shift output arm 139 via a ballast raising joint. The other end of the relay rod 142 is connected to the first swinging arm 145 through a ballast raising joint. One end of the speed change rod 147 is connected to the second swinging arm 146 through a ballast raising joint. The other end of the speed change rod 147 is rotatably pivoted to the rectilinear control arm 148 on the side of the rectilinear control shaft 149 through a transverse pivot pin.

A pair of peripheral speed fork arms 151 are fixed to a portion of the peripheral lever input shaft 135 in the steering box 120. And a ball bearing 152 is provided at the tip of the fork arm 151 in the periphery. And an annular groove 125a is formed on the outer periphery of the slider 125. [ The ball bearing 152 is engaged with the annular groove 125a. Therefore, the slider 125 is configured to slide up and down along the swing input shaft 122 by rotation of the peripheral speed lever input shaft 135 (rotation of the peripheral speed lever 13). That is, when the peripheral speed lever 13 is at the neutral position, the slider 125 is located at the position indicated by the solid line in FIG. 12 (approximately the midpoint of the up-and-down slideable range). The slider 125 moves up and down by rotating the peripheral lever 13 in the forward and backward directions from the neutral position.

The slider 125 and the control member 131 are connected to both ends by a swing link 153 having a pin 154. [ The slider 125 does not move up and down when the peripheral lever 13 is at the neutral position. The control member 131 is not tilted and rotated in the horizontal posture of the neutral position. When the peripheral lever 13 is rotated forward or backward from the neutral position, the slider 125 moves up and down. The slider 125 moves up and down so that the control body 131 is inclinedly rotated about the transmission axis S about the screw shaft 133. [ The control body 131 is inclinedly rotated within the range of the angles alpha 1 and alpha 2 in the vertical direction with the horizontal posture interposed therebetween (see FIG. 16).

And the intermediate shaft 155 as a straight-forward conversion shaft extends in parallel with the transmission output shaft 136. [ Both ends of the intermediate shaft 155 are protruded on the inside and outside of the steering box 120. An intermediate shaft 155 is axially supported on a portion of the steering box 120 which is directly below the transmission output shaft 136. The rotation amount of the control member 131 around the speed change axis S is converted by the intermediate shaft 155 into the control amount of the straight forward HST mechanism 53. [

A straight link 156 is provided at the inner end of the intermediate shaft 155 so as to freely rotate in the up and down direction. A slip member 157 for shifting is provided at a portion on the orthogonal axis W extending at a right angle to the transmission axis S beyond the center of rotation of the swing input shaft 122 in a plan view from the rectilinear link 156. [ The transmission slip member 157 is supported on the rectilinear link 156 so as to be rotatable about the orthogonal axis W. [ The shifting slip member 157 is slidably engaged with the circular cam 134 in the circumferential direction through the cam groove 134a.

18, the transmission slip member 157 has a shaft portion 157a which is rotatably supported by a ball bearing 157b on the linear link 156 and a shaft portion 157b integrally provided at the front end of the shaft portion 157a (157c). The spherical body 157c of the slipping member 157 for transmission is slidably and rotatably inserted into the cam groove 134a of the circular cam 134. [

The leading end side of the shift output link 158 rotatably connected to the shift output shaft 136 is connected to the linear link 156 through a connecting link 159. [ The linear link 156 is configured to rotate about the axis of the intermediate shaft 155 through the slip member 157 for shifting when the circular cam 134 is inclined around the transmission axis S. [ Therefore, the linear link 156 and the shift output link 158 are rotated up and down by being interlocked with the inclined rotation of the control body 131 about the axis of rotation S.

The base end of the non-deceleration arm 160 is rotatably fitted to the transmission output shaft 136. And an elongated hole 160a is borne at the tip of the non-decelerator arm 160. [ A pin 161 is provided at the tip of the fork arm 151 in the periphery. The pin 161 of the peripheral speed fork arm 151 is engaged with the elongated hole 160a of the non-decelerator arm 160. [ The non-deceleration arm 160 rotates in conjunction with the up-and-down movement of the fork arm 151 in the periphery (see FIG. 17).

A switching member 162 is provided at a position between the speed change output link 158 and the non-speed reduction arm 160 of the speed change output shaft 136. The switching member 162 is slidably supported on the transmission output shaft 136 in the axial direction thereof. Either the speed change output link 158 or the non-speed reduction arm 160 is selected by manual operation of the switching member 162. [ Either the speed change output link 158 or the non-speed reduction arm 160 is connected to the speed change output shaft 136 through the switching member 162 so as to rotate integrally.

As shown in Fig. 14, the switching member 162 is provided with a pin 163. The pin 163 of the switching member 162 is engaged with the shift output link 158 or the non-reduction arm 160 by sliding the switching member 162 along the shift output shaft 136 with the switching operation mechanism 169. [ A deceleration deceleration state in which the shift output link 158 is coupled to the shift output shaft 136 via the pin 163 or a deceleration deceleration state in which the deceleration arm 160 is coupled to the shift output shaft 136 via the pin 163 State or a state in which it is possible to selectively switch to one of the states.

As a result, in the case of switching to the turning and decelerating state in the harvesting operation in which the settlement amount of the traveling crawler 2 is small in the road or in the dry field, the distance between the center of the traveling vehicle 1 (between the left and right traveling crawlers 2) Center] moving speed can be decelerated. For example, the moving speed of the traveling vehicle 1 is automatically decelerated in proportion to a decrease in the turning radius of the traveling vehicle 1. [ That is, when the vehicle is switched to the turning deceleration state, the moving speed of the traveling crawler 2 on the inner side of the turn is reduced in proportion to the turning radius while the traveling speed of the traveling crawler 2 outside the turn is kept at a substantially straight speed, 1) is turned and its course is changed. In this case, the moving speed of the center of the traveling base 1 (the center between the left and right traveling crawlers 2) is decelerated in proportion to the turning radius. It is possible to reduce the lateral slip of the traveling crawler 2 in the immersion (pillow) of the package.

On the other hand, when the settlement of the traveling crawler 2 is made in a wet state or the like and the amount of settlement of the traveling crawler 2 is switched to the turning non-decelerating state, the center of the traveling vehicle 1 (the center between the left and right traveling crawlers) Is maintained at a substantially straight forward speed. For example, as the turning radius of the traveling base 1 becomes smaller, the moving speed of the traveling crawler outside the turn increases in proportion to the turning radius on the basis of the speed at the time of straight running. In other words, when the vehicle is switched to the non-rotating / non-decelerating state, the deceleration of the moving speed of the traveling crawler 2 on the inner side of the turning can be reduced to secure the driving force of the traveling vehicle 1 and to improve the turning performance . Further, when the settlement amount of the traveling crawler 2 is large, since the traveling speed of the traveling base 1 is made slow, even if the traveling speed of the traveling crawler outside the turn is greatly increased as compared with the traveling speed of the traveling crawler 2, There is nothing too fast.

The switching operation mechanism 159 has the structure described below. That is, as shown in Figs. 14 and 16, the steering box 120 is provided with a switching operation shaft 170 extending in parallel with the transmission output shaft 136 to be slidable and rotatably supported. A switching plate 171 is fixed to the switching operation shaft 170. An annular groove (172) is formed in the switching member (162). The switching plate 171 is engaged with the annular groove 172. One end of the switching operation shaft 170 protrudes to the outside of the steering box 120. A handle 173 is provided at the protruding end of the switching operation shaft 170.

And the operator is configured to hold the knob 173 to slide the switching operation shaft 170 in the axial direction thereof. The switching operation between the turning deceleration state and the turning non-deceleration state described above can be performed from the outside of the steering box 120. [ Further, a ball clutch 174 is provided on the switching operation shaft 170. The ball clutch 174 is engaged by the ball clutch 174 in a turning deceleration state in which the shift output shaft 136 and the speed change output link 158 are engaged or in a non-deceleration state in which the speed change output shaft 136 and the non- (170).

And a turning output shaft 164 as a turning conversion shaft extending in a direction orthogonal to the shift output shaft 136 is pivotally supported on the steering box 120. [ The turning output shaft 164 is disposed in a portion of the side surface of the steering box 120 substantially immediately below the shift output shaft 136. [ Both ends of the turning output shaft 164 protrude from the inside and the outside of the steering box 120. The turning output shaft 164 is for converting the amount of rotation around the pivot axis P of the control member 131 to the amount of control of the turning HST mechanism 54, At the end of the turning output shaft 164 within the steering box 120, the base end of the swivel link 165 is fixed. A swinging slip member 166 is provided at a portion of the swing link 165 on the speed change axis S as seen in plan view and slidably engaged with the circular cam 134 in a circumferential direction.

19, the turning slip member 166 includes a shaft portion 166a attached to the swivel link 165, a sphere 166b (spherical upper portion) integrally provided at the tip of the shaft portion 166a, And a ring member 166c that is rotatably fitted to the shaft 166b and is slidable freely in an arbitrary direction with respect to the axis of the shaft 166a. The ring body 166c is slidably and rotatably inserted into the cam groove 134a of the circular cam 134. [

As shown in Fig. 11, the axis AX1 of the intermediate shaft 155 and the axis AX2 of the swing output shaft 164 are positioned on substantially the same plane. 15, the turning radius r1 of the linear link 156 (the length from the intermediate shaft 155 to the slip member 157 for speed-changing) and the turning radius r2 of the swivel link 165 (The length from the turning output shaft 164 to the slipping member 166 for swiveling) is set to substantially the same length (r1? R2).

On the other hand, the turning output shaft 167 fixed to the outer end of the turning output shaft 164 is connected to the turning control shaft 189 in an interlocking manner. The swing control shaft 189 is projected from the HST mechanism 54 for turning of the transmission case 18. And is configured to perform a shift operation of the swing control shaft 189 by the rotation of the swing output shaft 164 through the swing link mechanism 180. [

The swivel control shaft 189 is for adjusting the inclination angle (swash plate angle) of the swash plate of the second hydraulic pump 57 in the swivel HST mechanism 54, As shown in FIG. That is, by controlling the angle of inclination of the second hydraulic pump 57 by the forward / reverse rotation of the swing control shaft 189, the rotational speed control and the forward switching of the second hydraulic motor 58 are performed, Stepless change of the steering angle (turning radius) and switching of the left-right turning direction are performed.

5 to 8, the pivotal link mechanism 180 includes a bracket 183 fixed to the upper surface of the mission case 18, a relay support shaft 184 rotatably supported by the bracket 183 A first arm 185 fixed to one end of the relay support shaft 184 and a relay rod 182 with a turn buckle 181 connecting the first arm 185 to the pivot output arm 167 A second arm 186 fixed to the other end of the relay support shaft 184, a pivoting operation arm 188 fixed to the pivoting control shaft 189 and a pivoting operation arm 188 attached to the second arm 186. [ And a pivoting rod 187 connecting the pivoting rod 187 and the pivoting rod 187.

One end of the relay rod 182 is connected to the orbiting output arm 167 through a ballast raising joint. The other end of the relay rod 182 is connected to the first arm 185 through a ballast raising joint. Further, one end of the pivot rod 187 is connected to the second arm 186 through a ballast raising joint. The other end of the swing rod 187 is pivotally pivoted to the swing arm 188 on the swing control shaft 189 side through a pivot pin in the lateral direction.

The steering box 120 is connected to the upper box body 120a of the die-cast or cast alloy at the plane A perpendicular to the pivot axis P of the turning input shaft 122, And the lower box body 120a of the lower box body 120a. The box bodies 120a and 120b are detachably coupled to each other with a plurality of bolts (not shown) with a sealing gasket (not shown) interposed therebetween. Inside the steering box 120, hydraulic oil used for various hydraulic devices in the combine (e.g., the pressure cylinder 4 for lifting and moving the cutting device 3) is stored. And the mechanical interlocking mechanism 121 is lubricated with the working oil in the steering box 120. [ On the other hand, the steering box 120 is provided with an inlet and an outlet (not shown) for the operating oil to enter and exit.

(4). Operation of mechanical interlocking mechanism

Next, the operation of the mechanical interlocking mechanism 121 when the peripheral speed lever 13 and the steering wheel 10 are operated will be described with reference to Figs. 9 to 17. Fig.

The slider 125 on the swing input shaft 122 does not move up and down when the peripheral speed lever 13 is at the neutral position so that the control body 131 is maintained in the horizontal position of the neutral position, There is no turning. In this state, even when the steering handle 10 is rotated in either one of the left and right directions, the shifting slip member 157 and the swing slip member 166 engaged with the circular cam 134 of the control member 131 It does not move in the vertical direction. The relay shaft 155 (the shift output shaft 136) and the swing output shaft 164 are kept stationary. Therefore, both the HST mechanisms 53 and 54 (the first hydraulic motor 56 and the second hydraulic motor 58) do not operate.

That is, even if the steering wheel 10 is rotated by an unrepaired contact of the operator or the like in a state in which the traveling base 1 is stopped by setting the peripheral speed lever 13 to the neutral position, the HST mechanisms 53, So that the running vehicle 1 can be reliably kept stationary. Therefore, it is possible to reliably avoid the unexpected behavior of the traveling vehicle 1 against the intention of the operator merely by setting the peripheral speed lever 13 at the neutral position, for example, in a maintenance work or the like, .

Next, when the peripheral speed lever 13 is tilted from the neutral position in a state where the steering wheel 10 is held at the neutral position (straight running position), the slider 125 is moved upward and downward in cooperation with the neutral position, 131) is rotated in the forward and reverse directions so as to move up and down around the transmission axis S (see the two-dot chain line state in Fig. 16). That is, the transmission slip member 157 which engages with the portion on the orthogonal axis W of the circular cam 134 has a distance L1 or L2 from the neutral position along the pivot axis P of the swing input shaft 122, .

The slip member 166 for swiveling engaged with the portion on the axis of rotation S of the circular cam 134 by the up and down movement of the slider 125 does not move up and down. The pin 163 of the switching member 162 is coupled to the speed change output link 158 by the operation of the switching operation mechanism 169 before the peripheral speed lever 13 is tilted from the neutral position, 158 and the transmission output shaft 136 are integrally rotated.

As described above, when the shifting slip member 157 is moved by the up-and-down movement of the slider 125, the up-and-down movement of the shifting slip member 157 causes the linear link 156, the connecting link 159, (Straight forward control HST mechanism 53) via the transmission output link 158, the switching member 162, the transmission output shaft 136, the shift output arm 139, and the linear link mechanism 140, . That is, when the slipping member 157 for shifting is moved up and down, the swash plate (straight HST mechanism 53) of the first hydraulic pump 55 is rotated in the oblique rotation about the speed change axis S of the circular cam 134 The shift operation is performed from the neutral position.

On the other hand, since the swing slip member 166 is coupled to the portion of the control member 131 on the axis of rotation S of the circular cam 134, the circular cam 134 (control member 131) The slip member 166 for swiveling does not move in the vertical direction unless the steering wheel 10 is operated even if it is rotated in the normal or reverse direction about the axis S. The swash plate (swivel HST mechanism 54) of the second hydraulic pump 57 is not shifted from the neutral position. Therefore, the same number of revolutions (the same rotational direction) is simultaneously transmitted from the forward HST mechanism 53 to the left and right traveling crawlers 2, and the traveling base 1 runs straight in the forward or backward direction.

The running speed (vehicle speed) at the time of straight running is determined by the amount of rotation of the linear control shaft 149 in the linear HST mechanism 53. The amount of rotation is determined by the upward and downward movement distances L1 and L2 (inclined rotation angles? 1 and? 2 of the circular cam 134 from the neutral position) in the transmission slip member 157. Since the angular rotation angles alpha 1 and alpha 2 of the circular cam 134 are increased or decreased by the tilting manipulated variable of the peripheral lever 13 in the traveling base 1 in proportion to the manipulated variable from the neutral position of the peripheral speed lever 13 It is possible to control the running speed at the time of straight running of the vehicle.

When the steering wheel 10 is rotated in the left or right direction from the neutral position to rotate the turning input shaft 122 in a state where the peripheral speed lever 13 is operated to a position other than the neutral position, (Control member 131) rotates together with the turning input shaft 122 while being inclined around the speed change axis S. [ Then, the slip member 166 for swiveling, which engages with the portion on the axis of rotation S of the circular cam 134, is moved up and down by the rotation of the swivel input shaft 122. The upward and downward movement of the slip member 166 for swinging is transmitted to the second hydraulic pump 57 through the swing link 165, the swing output shaft 164, the swing output arm 167 and the swing link mechanism 180 To the pivoting control shaft 189 of the HST mechanism 54). As a result, the swash plate angle of the second hydraulic pump 57 is changed to a position other than the neutral position, and the second hydraulic pump 57 (swing HST mechanism 54) performs the shift operation.

Therefore, rotation of the second hydraulic motor 58 from the neutral position of the second hydraulic motor 58 (turning HST mechanism 54) to the left and right traveling crawlers 2 in the opposite direction Number) are transmitted simultaneously. That is, since the speed difference is given between the left and right traveling crawlers 2, the traveling vehicle 1 turns in the direction in which the steering wheel 10 is operated. That is, the course of the traveling vehicle 1 is changed by the operation of the steering wheel 10. [

The shift amount of the second hydraulic pump 57 (the HST mechanism 54 for turning) from the neutral position, that is, the rotation amount of the swing control shaft 149 is changed from the neutral position in the steering handle 10 It is proportional to the angle (rotational manipulated variable). That is, the amount of movement of the slip member 166 in the up-and-down direction as the control body 131 rotates on the swing input shaft 122 while rotating the control body 131 constantly around the speed- 54 are proportional to each other. Therefore, the speed difference of the left and right traveling crawlers 2 due to the shift operation of the swing HST mechanism 54 increases in proportion to the rotational operation angle (rotational operation amount) from the neutral position in the steering wheel 10, The turning radius of the vehicle 1 is reduced.

Particularly in the first embodiment, since the slidable member 157 for shifting is engaged with the circular cam 134 by the inclined rotation about the speed change axis S of the circular cam 134, the rotation of the steering handle 10 It is possible to rotate the rectilinear control shaft 149 in a direction opposite to the rotation control shaft 149 in proportion to the manipulated variable and decelerate the linear velocity of the left and right traveling crawler 2 (the revolution speed of the traveling base 1) corresponding to the turning radius at that time.

That is, when the steering wheel 10 is rotated from the neutral position, the circular cam 134 (control member 131) rotates at the turning input shaft 122 in a state of being inclined around the transmission axis S. The transmission slip member 157 is engaged with the circular cam 134 so as to approach the portion on the transmission axis S from the portion on the orthogonal axis W of the circular cam 134 in accordance with the rotation of the circular cam 134. [ . This is smaller than the case where the upward and downward movement distances L1 and L2 of the slidable member 157 for shifting are located on the orthogonal axis W of the circular cam 134. [ That is, the rotation amount of the linear control shaft 149 (the shift operation amount of the linear HST mechanism 53) becomes small. As a result, the number of linear rotations transmitted from the first hydraulic motor 56 to the left and right traveling crawler 2 is controlled in the decelerating direction, and the traveling speed at the time of turning the traveling carrier 1 is slowed down. In this case, the center speed between the left and right traveling crawlers 2 becomes slow, and the traveling speed of the traveling crawler 2 outside the turn is maintained at a speed close to the straight traveling speed before deceleration.

Therefore, the larger the rotational operation amount of the steering wheel 10, the larger the speed difference between the left and right traveling crawlers 2, the smaller the turning radius, and the slower the traveling speed in the straight traveling direction, It is possible to reduce the centrifugal force that acts on the traveling base 1 (operator) in turning outwardly at the time of turning. The lateral slip of the left and right traveling crawler 2 can be reduced. In the forward and backward directions, the tilting direction of the control body 131 (the circular cam 134) around the axis of the shift shaft S is reversed with respect to the turning operation of the steering wheel 10, The turning direction of the steering wheel 10 coincides with the turning direction of the traveling base 1.

Here, the speed of movement of the traveling base 1 is automatically decelerated in proportion to the rotation operation angle (rotational operation amount) of the steering wheel 10 when the ground surface of the traveling crawler 2 is tilted, There is a possibility of causing an increase in sinking (settlement amount). In other words, by reducing the turning radius of the traveling base 1, the number of revolutions of the traveling crawler 2 outside the turn is significantly lower than the number of revolutions of the traveling crawler 2 outside the turning. Thus, when the number of revolutions of the traveling crawler 2 is greatly reduced, there is a possibility that the traveling crawler 2 largely sinks in a wet ground.

In this case, the non-reduction arm 160 is coupled to the transmission output shaft 136 from the state of coupling the transmission output link 98 to the transmission output shaft 136 by the operation of the switching member 162 by the switching operation mechanism 169 . When the non-decelerator arm 160 is coupled to the speed change output shaft 136, the moving speed of the traveling vehicle 1 (the steering angle of the vehicle 1) is set to the set speed of the peripheral speed lever 13 The straight moving speed) is maintained. The traveling velocity of the traveling base 1 is reduced in proportion to the rotation angle (steering angle) of the steering wheel 10 as described above, while the traveling velocity of the traveling base 1 is decreased in the direction of decreasing the turning radius of the traveling base 1 Even if the steering wheel 10 is operated with a small amount of deceleration of the traveling crawler 2 on the inner side of the turn.

When the non-decelerator arm 160 is coupled to the transmission output shaft 136, the operation of the peripheral speed lever 13 is not restricted by the turning operation of the steering wheel 10, Through the peripheral speed lever input shaft 135, the peripheral speed fork arm 151, the deceleration arm 160, the speed change output shaft 136, the speed change output arm 139 and the straightening link mechanism 140, And transmitted to the linear control shaft 149 of the mechanism 53. Therefore, the turning operation of the steering wheel 10 and the tilting operation of the peripheral speed lever 13 are not directly related to each other. Is released from the state in which the traveling speed of the traveling vehicle 1 decelerates through the circular cam 134 in conjunction with the steering of the steering wheel 10. [ The running speed (vehicle speed) proportional to the tilting operation amount of the peripheral lever 13 is maintained. Therefore, even if the course of travel of the traveling vehicle 1 is changed, the amount of deceleration of the traveling crawler 2 on the inner side of the turning can be made small, and the rotation of the traveling crawler 2 on the inner side of the turning can be maintained at a predetermined value or more. As a result, it is possible to make the combine wettable so as to suppress the sinking of the traveling crawler 2 to the soft ground.

According to the above configuration, the control member 131 (circular cam 134) rotatable about the two axes P and S orthogonal to each other is provided. The control body 131 operates the swing HST mechanism 54 with the normal rotation about the pivot axis P according to the operation of the steering wheel 10 to change the transmission axis S according to the operation of the peripheral speed lever 13. [ So as to operate the HST mechanism 53 for forwarding by the normal rotation of the circumference. Therefore, when the steering wheel 10 is rotated to a position other than the neutral position while the peripheral lever 13 is tilted to a position other than the neutral position, the traveling vehicle 1 is moved to the left Or turning to the right "can be performed both in normal and reverse rotation about the pivot axis P in the control body 131 and normal and reverse rotation around the transmission axis S. That is, the control body 131 is provided with a swivel steering function for operating the swivel HST mechanism 54 in conjunction with the turning operation of the steering wheel 10, And a transmission shift function for operating the transmission (53).

Accordingly, the number of constituent parts of the mechanical interlocking mechanism 121 is reduced as compared with the structure of the operation system in which the elongated rod, arm, pivot pin, and the like are used as in Patent Document 1. It is possible to avoid an imbalance in the operation of the mechanical interlocking mechanism 121 due to the precision of the machining precision and the precision of assembly. The adjustment operation when the mechanical interlocking mechanism 121 is attached can be simplified more than the conventional one. That is, the mechanical interlocking mechanism 121 can be constructed at a low cost, and workability such as attachment or maintenance of the mechanical interlocking mechanism 121 can be improved.

In the first embodiment, the axis AX2 of the turning output shaft 164 that rotates in conjunction with the turning operation of the steering wheel 10 and the axis AX2 of the intermediate shaft 155 that rotates in conjunction with the tilting operation of the peripheral speed lever 13 Of the control body 131 is limited, the operation range of the control body 131 (in particular, the up-and-down inclination rotation range around the speed change axis S) is restricted because the axis AX1 of the control body 131 is located on substantially the same plane. The dimension along the pivot axis P in the mechanical interlocking mechanism 121 can be significantly shortened as compared with the structure of the operation system in which the elongated rod, arm, pivot pin, etc. are used as in Patent Document 1. [

Therefore, the structure of the mechanical interlocking mechanism 121 can be made remarkably simple and small as compared with the case of the patent document 1, and the entire operation system can be made compact. As a result, it is possible to contribute to the space-saving around the control portion 9 of the traveling base 1.

Particularly, in the first embodiment, since the turning radius r1 of the rectilinear link 156 and the turning radius r2 of the swivel link 165 are set to substantially the same length (r1? R2) Can be made more compact.

In addition, in the first embodiment, a compact steering box 120 incorporating a mechanical interlocking mechanism 121 is disposed in a surplus space below the step bottom member 111 constituting the bottom surface of the control section 9. [ The steering column 112 can be downsized or eliminated by effectively utilizing the surplus space, and a high effect is obtained in saving space around the steering portion 9 of the traveling base 1. [

18, a spherical member 157c slidably fitted in the cam groove 134a of the circular cam 134 is rotatably supported on the shaft portion 157a by the linear link 156, The configuration (first other example) of the slip member 157 for sliding can greatly reduce the sliding friction resistance between the circular cam 134 and the spherical member 157c.

19, a ring body 166c slidably fitted in the cam groove 134a of the circular cam 134 is inserted into the shaft 166a attached to the swivel link 165 and the integral sphere 166b, (First different example) of the swivel slip member 166 which is rotatably fitted to the swivel slider 166 so as to be freely inclined in an arbitrary direction with respect to the axis of the shaft 166a, And the spherical friction resistance between the ball 166a and the ball 166b can be greatly reduced. The sphere 166b is formed as a sphere.

Needless to say, the shifting slip member 157 may have the structure shown in Fig. 19 instead of the structure shown in Fig. The slip member 166 for pivoting may be configured as shown in Fig. 18 instead of the structure shown in Fig.

In the first alternative example of the cam groove 134 shown in Figs. 20 to 22, the outer circumferential width CL2 of the cam groove 134a is made larger than the inner circumferential width CL1 of the cam groove 134a. For example, a circular cam 134 is formed like a V-pulley shape for winding a V-belt, and a cam groove 134a is formed in a V-pulley groove shape. 21, the spherical slip member 166 is provided with a ball 166b as a spherical upper portion and a ring member 166c as a rolling member slidably fitted in the cam groove 134a. And a ring body 166c is rotatably supported on the outer peripheral side of the spherical body 166b.

That is, since the outer peripheral side width CL2 is formed to be larger than the inner peripheral side width CL1 of the cam groove 134a like the V-shaped pulley groove shape in which the V-belt is wound, the inner peripheral width and the outer peripheral side width are substantially the same The loosening between the inner surface of the cam groove 134a and the spheres 157c and 166b of the slip members 157 and 166 can be significantly reduced by simple processing of the circular cam 134 compared with the structure of the formed cam groove of the formed square groove , The output control performance of the straight HST mechanism 53 and the turning HST mechanism 54 can be improved. Particularly, when the slip members 157 and 166 are supported at the neutral position where the output of each of the HST mechanisms 53 and 54 is held at 0, the loosening between the inner surface of the cam groove 134a and the spheres 157c and 166b is largely eliminated .

In addition, as described above, the cam groove 134a is outwardly (radially outward) in the radial direction with the swivel input shaft 122 as the center. And a cam groove 134a is formed in the V-shaped pulley groove. As shown in detail in Fig. 21, the outer peripheral surface shape of the ring member 166c is formed into a truncated cone shape. That is, a ring body 166c having a truncated cone shape in its outer circumferential surface is fitted into the cam groove 134a of the V-shaped pulley groove from the outer side of the circular cam 134 toward its center of rotation (axial center of the swing input shaft 122) . Therefore, when the circular cam 134 is rotated around the swing input shaft 122, while the state in which the axial center line of the ring body 166c coincides with the radiation centered on the axis of the swing input shaft 122, The ring body 166c rotates.

In other words, when the circular cam 134 is rotated around the swing input shaft 122 by the engagement of the V-groove shaped cam groove 134a and the truncated ring shaped body 166c, uneven friction resistance is generated in the ring body 166c, It is possible to prevent the ring body 166c from rotating in the direction in which the ring body 166c is sandwiched with respect to the rotation direction of the circular cam 134. [ As a result, the rotational direction of the circular cam 134 and the rotational direction of the ring member 166c can always be matched. The ring body 166c can always be rotated with a small resistance as compared with the structure in which the ring body 166c is sandwiched and the rotational load of the circular cam 134 can be reduced. Further, unlike the structure in which the ring body 166c is sagged, the ring body 166c can be prevented from being unevenly worn, and the occurrence of looseness can be suppressed.

As shown in Figs. 21 and 22, a cylindrical spherical support holder 168 is fixed to the above-described revolving link 165. Fig. The shaft portion 166a fixed to the sphere 166b is inserted into the holder 168 so as to be able to move in and out. A spring 169 for absorbing the slack to project the shaft portion 166a from the holder 168 is provided. Further, the ring body 166c is rotatably fitted on the sphere 166b. And the outer peripheral surface shape of the ring body 166c is formed into a frustum shape. The inclination angle of the outer circumferential surface of the truncated conical ring body 166c and the inclination angle of the upper surface (lower surface) of the cam groove 134a are substantially equal. The upper surface and the lower surface of the outer periphery of the ring member 166c are brought into contact with and detachable from the upper surface and the lower surface of the cam groove 134a to the loosening absorbing spring 169. [ Detachably presses the spherical cam 134 against the slack absorbing spring 169 through the ring body 166c to the sphere 166b.

It is possible to reduce the sliding resistance of the swing slip member 166 (ring body 166c) to be brought into contact with the cam groove 134a by the above-described configuration, and to reduce the sliding resistance between the cam groove 134a surface and the swing slip member 166 Ring body 166c) can be largely reduced. As a result, when the steering wheel 10 is supported in the straight position, that is, the loosening between the cam groove 134a surface and the ring body 166c causes the turning slip member 166 to be mechanically oscillated The output of the swing HST mechanism 54 can be maintained at zero against the mechanical vibration of the engine 17 or the like.

Further, a structure including a straight forward HST mechanism 53 as a straight traveling device for transmitting the power of the engine to the left and right travel units and a peripheral speed lever 13 as a shift operating lever for the straight forward HST mechanism 53 And is configured to rotate the circular cam 134 as the cam body around the transmission axis S orthogonal to the pivot axis P of the swing input shaft 122 by the operation of the peripheral speed lever 13. [ The slip member 166 for pivoting can be operated by the circular cam 134 which is three-dimensionally displaced about the pivot axis P of the swing input shaft 122 and around the shift axis S. The output of the swing HST mechanism 54 based on the manipulated variable of the steering wheel 10 can be controlled by the manipulated variable of the peripheral speed lever 13 and the output control performance of the swing HST mechanism 54 can be improved have.

For example, by operating the peripheral lever 13 to the forward or backward position other than the neutral position to rotate the circular cam 134 around the transmission axis S, the operation of the steering handle 10 causes the rotation of the turning input shaft 122 The output of the swing HST mechanism 54 can be controllably rotated by rotating the circular cam 134 around the pivot axis P. [ The output of the swing HST mechanism 54 can be maintained at 0 even if the steering wheel 10 is operated when the peripheral speed lever 13 is at the neutral position.

In the second alternative example of the cam groove 134a shown in Fig. 23, instead of the cam groove 134a (the first different example) in which the upper surface and the lower surface are inclined to the V-shaped pulley groove shape shown in Figs. 21 and 22, Only one of the upper surface and the lower surface of the lower surface 134a is inclined. In this case, since the ring body 166c does not rotate, the shaft portion 166a of the sphere 166b is supported on the swivel link 165 via the ball bearing in the same manner as the structure shown in Fig. 20 to prevent uneven wear of the sphere 166b . Needless to say, the structure of the slip member 157 for shifting may be as shown in Figs. 21 to 23 instead of the structure shown in Fig.

(5). Deformation structure of mechanical interlock mechanism

Next, the deformation structure of the mechanical interlocking mechanism 121 will be described with reference to Figs. 24 to 37. Fig. The mechanical interlocking mechanism 121 of the deformed structure basically performs the same function as the mechanical interlocking mechanism 121 described earlier. However, in the deformed structure, the linear control shaft 141 of the linear HST mechanism 53 is rotated in the normal and reverse directions by the linear electric motor 141 as the electric actuator in accordance with the rotation amount of the transmission output shaft 136, The turning control shaft 189 of the turning HST mechanism 54 is rotated in the forward and reverse directions by the turning electric motor 181 serving as the electric actuator in accordance with the amount of the rotation of the rotating HST mechanism 54. [

24 to 27, the transmission output shaft 136 protrudes from the steering box 120 toward the right and left center sides of the traveling base 1. At the one end (protruding end) of the transmission output shaft 136, a linear rotation angle sensor 240, which is an example of rotation detection means, is provided. The linear rotation angle sensor 240 is for detecting the rotation angle of the intermediate shaft 155 or the tilt operation amount of the peripheral speed lever 13 from the rotation angle (rotation amount) of the shift output shaft 136 . The rotational angle of the intermediate shaft 155 or the tilting operation amount of the peripheral speed lever 13 is indirectly detected by the rectilinear rotational angle sensor 240 provided on the shift output shaft 136. [ The rotation angle sensor 240 is electrically connected to the controller 200 as a control means described later (see FIG. 37), and the detection information is appropriately inputted to the controller 200. As the linear rotation angle sensor 240, for example, a rotary encoder or a rotary potentiometer may be employed.

At the end portion of the turning output shaft 164 protruding from the steering box 120 toward the rear side of the traveling base 1, a turning rotation angle sensor 280, which is an example of the rotation detecting means, is provided. The turning rotation angle sensor 280 is for detecting the rotation operation angle (rotational operation amount) of the steering wheel 10 from the rotation angle (rotation amount) of the turning output shaft 164 which is the conversion shaft for turning. The rotation rotation angle sensor 280 is electrically connected to the controller 200 as a control means (to be described later) (see FIG. 37), and the detection information is appropriately inputted to the controller 200. As the turning rotation angle sensor 280, for example, a rotary encoder or a rotary potentiometer may be employed.

24 to 27, a linear control shaft 149 is connected to the common pump shaft 59 and the first hydraulic motor 56 in addition to the linear motor shaft 60 from the linear HST mechanism 53. [ And protrudes outwardly. The rectilinear control shaft 149 is connected to the motor output shaft 242 of the rectilinear electric motor 241 as an electric actuator disposed on the upper surface of the transmission case 18 so as to rotate forward and backward through a rectilinear link mechanism 245 . The linear electric motor 241 is attached to a bracket 243 fixed on the upper surface of the transmission case 18. The motor output shaft 242 of the linear electric motor 241 passes through the vertical plate portion of the bracket 243 in the right and left central direction.

The linear link mechanism 245 includes a swing arm 146 fixed to the motor output shaft 242, a straight operation arm 148 fixed to the linear control shaft 149, (147). One end of the speed change rod 147 is connected to the swing arm 146 via a striking joint and the other end of the speed change rod 147 is pivotally connected to the straight operation arm 148 via a pivot pin .

A forward shift speed sensor 244 such as a rotary encoder for detecting the shift output amount of the straight forward HST mechanism 53 (also referred to as a " forward output speed sensor 244 " 37) is attached. The linear speed change output sensor 244 is electrically connected to a controller 200 to be described later, and the detection information is appropriately inputted to the controller 200. [

On the other hand, the swing control shaft 189 protrudes outward from the swing HST mechanism 54 in addition to the swing motor shaft 61 of the common pump shaft 59 and the second hydraulic motor 58. The turning control shaft 189 is connected to the motor output shaft 282 of the turning electric motor 281 serving as an electric actuator disposed on the upper surface of the transmission case 18 so as to rotate normally or reversely through the turning link mechanism 285 . The turning electric motor 281 is attached to a bracket 283 fixed to the upper surface of the transmission case 18. The motor output shaft 282 of the turning electric motor 281 penetrates the vertical plate portion of the bracket 283 forward.

The swing link mechanism 285 includes a swing arm 186 fixed to the motor output shaft 282, a swing arm 188 fixed to the swing control shaft 189, (187). One end of the pivot rod 187 is connected to the pivot arm 186 through a pivot shaft and the other end of the pivot rod 187 is connected to the pivot arm 188 via a pivot pin .

A swing transmission output sensor 284 such as a rotary encoder for detecting the shift output amount of the HST mechanism 54 for swing (or a motor output shaft 282 of the swinging electric motor 281) 37) is attached. The swing transmission output sensor 284 is electrically connected to a controller 200 to be described later, and the detection information is appropriately inputted to the controller 200. [

37, the controller 200 as the control means mounted on the traveling base 1 operates the electric motors 241 and 281 on the basis of the detection information of the respective rotation angle sensors 240 and 280, The vehicle speed and the traveling direction of the vehicle 1 are adjusted. The controller 200 includes a ROM 202 (read-only memory) for storing a control program and data in addition to the CPU 201 (central processing unit) for executing various arithmetic processing and control, a RAM An input / output interface 203 for exchanging data with each input / output device (such as a sensor or an actuator), and the like.

The controller 200 is connected to the battery 205 through a key switch 204 for power supply. The key switch 204 is a rotary switch rotatably operated by a predetermined key inserted into a keyhole, and is disposed in the control section 9, although not shown. The key switch 204 is also connected to a starter 206 for starting the engine 17.

The controller 200 is provided with a forward rotation angle sensor 240 and a rotation angle sensor 280 as rotation detecting means as input related devices and a forward speed change output sensor 244 for detecting a shift output amount of the straight forward HST mechanism 53, And a swing speed change output sensor 284 for detecting the shift output amount of the HST mechanism 54 for swing. The controller 200 is also provided with a motor drive circuit portion 241a of a linear electric motor 241 for controlling the shift output of the HST mechanism 53 for normal or reverse rotation of the linear control shaft 149 as an output related device, The motor drive circuit portion 281a of the swing electric motor 281 for controlling the normal rotation of the control shaft 289 or the shift output of the HST mechanism 54 for swiveling is connected.

The control body 131 is rotatable about the pivot axis P (P) according to the operation of the steering wheel 10, The HST mechanism 54 for turning is operated by the normal orbiting rotation of the peripheral speed lever 13 and the HST mechanism 53 is operated by the normal rotation about the speed change axis S in accordance with the operation of the peripheral speed lever 13, When the steering wheel 10 is rotated to a position other than the neutral position while the lever 13 is tilted to a position other than the neutral position, the traveling vehicle 1 turns left or right with a small turning radius as the rotational operation amount is increased Can be performed both in the normal and reverse directions about the pivot axis P and in the normal and reverse directions about the transmission axis S in the control body 131. [ That is, the control body 131 has a function of operating the swinging electric motor 281 (the turning HST mechanism 54) in conjunction with the turning operation of the steering wheel 10 and the function of operating the swinging operation of the peripheral speed lever 13 And the function of operating the linear electric motor 241 (HST mechanism 53 for linear advancing) in cooperation with each other.

The steering angle sensor 240 for detecting the amount of rotation of the intermediate shaft 155 (or the shift output shaft 136) that rotates in accordance with the tilt operation amount of the peripheral speed lever 13, A turning rotation angle sensor 280 for detecting the amount of rotation of the turning output shaft 164 that rotates in accordance with the manipulated variable, a linear electric motor 241 associated with the linear control shaft 149 of the linear HST mechanism 53, A turning electric motor 281 associated with the turning control shaft 189 of the turning HST mechanism 54 and a controller 200 for driving the electric motors 241 and 281 using detection information of the respective rotation angle sensors 240 and 280 The steering axes 155 and 136 and the control axes 149 and 189 on the side of the transmission case 18 are connected to the long rod, arm, pivot pin, and the like Since it is not used mechanically, the number of parts can be reduced. Therefore, the configuration is extremely simple and compact. In addition, it can contribute to lowering the manufacturing cost.

The function of the control body 131 to operate the swinging electric motor 281 (swing HST mechanism 54) in conjunction with the turning operation of the steering wheel 10 and the function of operating the swinging operation of the peripheral speed lever 13 And the function of operating the straight forward electric motor 241 (HST mechanism 53 for straightening) interlocked with each other and the operation amount of the steering wheel 10 and the peripheral speed lever 13 is controlled by the operation of the control member 131 It is necessary to set the output pattern indicating the combination relationship between the detection information of the two rotation angle sensors 240 and 280 and the drive amount of the two electric motors 241 and 281 in a map form or a function table form or the like since it is determined mechanically based on the operation none.

That is to say, the controller 200 can independently control the proportional relationship between the rectilinear sensor 240 and the motor 241 and the proportional relationship between the swing sensor 280 and the motor 281, It is not necessary to control a complicated correlation between the straight line and the turning line. Therefore, the computation load of the controller 200 is reduced while the electrical control is used to adjust the vehicle speed and traveling direction of the traveling vehicle 1, and the inexpensive controller 200 can be employed.

In the embodiment, the axis AX2 of the turning output shaft 164 that rotates in conjunction with the turning operation of the steering wheel 10 and the axis AX2 of the intermediate shaft 155 that rotates in conjunction with the tilting operation of the peripheral speed lever 13 Since the swing output shaft 164 and the intermediate shaft 155 are rotatably supported by the steering box 120 in a state where the axis AX1 is substantially on the same plane, the operating range of the control body 131 As compared with the structure of the operating system in which the elongated rod, the arm, the pivot pin, and the like are largely used as in Patent Document 1, the mechanical interlocking mechanism 121 has the vertical axis It is possible to greatly shorten the dimension in accordance with the thickness P of the substrate. Therefore, the structure of the mechanical interlocking mechanism 121 can be made remarkably simple and small as compared with the case of the patent document 1, and the entire operation system can be made compact.

Particularly in the embodiment, since the turning radius r1 of the linear link 156 and the turning radius r2 of the swivel link 165 are set to substantially the same length (r1? (Or =) r2) The entire structure can be made even more compact.

(6). Other

The present invention is not limited to the above-described embodiments, but may be embodied in various forms. For example, the present invention can be widely applied not only to the combine as described above, but also to various vehicles such as a tractor, a tiller, and a special work vehicle such as a crane car. In addition, the configuration of each unit is not limited to the illustrated embodiment, and various modifications are possible without departing from the spirit of the present invention.

1: running vehicle 9:
10: steering wheel 13: peripheral speed lever
18: Mission case 50: Hydraulic stepless transmission
53: Straight forward HST mechanism (forward transmission) 54: HST mechanism for turning (swing transmission)
120: steering box 121: mechanical interlocking mechanism
122: turning input shaft 125: slider
131: Control element 136: Shift output shaft
140: Straight link mechanism 149: Straight control shaft
155: Intermediate axis (straightening axis) 156: Straight link
157: Sliding member for shifting 158: Shift output link
164: turning output shaft (turning shaft) 165: turning link
166: Slip member for turning 180: Link mechanism for turning
189: Pivot control shaft P: Pivot axis
S: Transmission axis W: Orthogonal axis

Claims (2)

A straight-ahead transmission for shifting the power of an engine mounted on the traveling vehicle to transmit the power to the left and right traveling parts, and a straight-ahead operating part for controlling the linear output of the straight- In a traveling vehicle provided with a swing operation port,
Wherein the pivot axis passes through the center of the control member, the shift axis extends in the radial direction of the control member, and the control member is provided with a pivot axis which is orthogonal to the pivot axis and which is rotatable around the transmission axis, A shift engaging member capable of moving in the circumferential direction of the control member and a swing engagement member,
The both engagement members are moved relative to each other in proportion to the operation amount of the swivel operating member in the horizontal posture along the circumferential direction of the control member when the straight advance operation member is operated to the neutral state and the swiveling operation member is operated, And both of the engagement members stop the output of the corresponding transmission. The method according to claim 1,
The control body is inclinedly rotated about the transmission axis together with the transmission engagement member in proportion to the amount of operation of the linear operation member and the transmission engagement member accelerates and operates the linear transmission,
The both engagement members are moved relative to each other in proportion to the operation amount of the swivel operating lever along the circumferential direction of the control member in the inclined posture when the straight advancing operating member is operated other than neutral, Wherein the swiveling engagement member causes the speed-change transmission to increase speed, and the transmission engagement member decelerates the speed-change transmission.

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